Gas or other explosive engine.



,L l J w m ky.A l, w R. l M4 0 s 0 l R .m E. A 5 W .u M e t n e .et u a E DI m v.l Q G B N) m ...m m E .a S1 m U0 w an. m o H D. :,IIIIIILM m. WXI@v M Em Y m C Bm Y Q' w A. :H m Tm. 0h. T. M( S. rw. A v .Q5 G 5 h f .2. m cou l. L` E 6 w m w/ M W 0 0 up. 58:,152. l Patented Aug. 20,1901.

A. C. WDLFE.

GASUB OTHER'EXPLUSIVE ENGINE.

(Appliation led Dec, 17, 1900.) i (up ugual.) 5 sheets-sheet 2.

INVENIOR.:

N WMOMW A nom/Ex No. 68|,l62. Patented Aug. 20,-I90I.

A. C. WOLFE. l

GAS on omen ExPLoslvE ENGINE.

(Application file d Dec. 17, 1900A' (No Model.)l S'SIheetSV-Sheet 3:. I

I I'I' B 1 E0 II I I I I 4 I I 1 I v: I I I I. l I l I I II- 'I I I"- 'I'..--I I 2 I I WITNESSES IN VEN TOR A TTORNE Y.

Pat'ented Aug. 2U, I'90I. A. C. WLFE. GAS UR UTHER EXP'LSIVE ENGlNE.

(Application med me. 17. moo.)

5 Sheets-Sheet 4.

(No `Model.)

JNVENTOR M l WJTNESSES :i Q

A TT ORNE Y'.

No. 6a|,|62. Patented Aug.\2o, 190i. A. c. woLFE. y y

GAS 0R OTHER EXPLOSIVE ENGINE.

` (Applicatiun filed Deo. 17, 1900.)

(No Model.) 5 Sheets-Shogi 5.

PATENT f stron;

C. WOLFE, .OF DENVER, COLORADO, ASSIGNOR OF TWO-TlfllRDS TO lFRANK DILLINGHAM AND CHARLES K. WOLFE, OF SAME PLACE.

`GOA-soa OTHER ExPLosu/E ENGINE.

SPECIFICATION forming part of `Letters Patent No, 681,162, dated August 20, 1901.

' Application liledjDecember 17,'1900. Serial No.40,l8l. (No model.)

d Be it known that I, ANDREW C. WoLFna citizen of the United States, residing at Denver, in the county of Arapahoe and State of 5 Colorado, (whose post-office address is No.

1450 Sixteenth avenue,) have invented a new `and useful Gas or other Explosive Engine, of

which the following is a specification.

This invention relates to improvements in 1o gas-engines or other explosion-engines of the 9 general class utilizing theL power developed by successive` explosions of `gaseous or other fuel d combined with air; and the principal objects of these improvements are, rst, to provide a gas-en gine in which the piston retreats before the explosion at a much more rapid rate than in the usual form of gas-engine; second, to provide a gas-engine in which the point of application of power to the engine-shaft and iiy- `zo wheel shall be at a greater relative distance from the axis of rotation than in the present p lforms of gas-engines; third, to provide a gasengine in which the explosion and expansion of the gas shall occupy a comparatively short space of time toavoid excessive heating of d the cylinder; fourth, to provide a gas-engine i in which there shall be relatively more dwell of the piston at and near the extremes of its movement for the purpose of providing more 3o time for theescape of the products of combustion before the return stroke of the piston; iifth,` to provide a gas-engine having a relatively slower movement of the piston at the beginning of the outward stroke, permitting the rotative and connecting parts to pass farther into their advantageous position before firing the explosion; sixth, to provide a lgas-engine in which the power derived from the explosion is chieti y applied to the rotating "4o parts during a comparatively small portion of the revolution; seventh, to provide agas- `engine having double means for operating the admission-valve, the same having movement in the operative direction at opposite `145 times in the revolution; eighth, to provide a gas-engine having theexhaust-valve opened directly by the extreme outer movement of the piston; ninth, to provide agas-engine hav- C l" ing the exhaust-valve latched open and closed l5o at a predetermined point in the return stroke i l. c of the piston by governor-controlled means;

`huh of fly-wheel.

tenth, to provide `a gas-engine having a single reverse-lever so connected as to instantly place the forward or backward admissionvalve lconnections into operative position and 5 5 at the same time to change the connections to the exhaust-valve release into position for running in the opposite direction and also to change the firing mechanism suitable to operation in the reversed direction; eleventh, to provide a gas-engine in which the valve-gear placed in operative position by the reverselever is the one operated by the governor, and, twelfth, to provide a rigid piston-rod moving in a straight line to avoid wear of piston and cylinder.

The above objects are accomplished by means of themechanism illustrated in the accompanying drawings, in which Figure lis a longitudinal elevation with 7o the balance-wheel, shaft, and a part of the bed removed or broken away. Fig. 2 is a plan view with the governor-shaft and connection and the parts about the shaft and double crank shown in section on a plane at the shaft-center. Fig. 3 is a front end elevation, but with the balance-wheel and pulley shown in section. Fig. 4 is a plan view of the exhaust-valve and valve connections and section through the lower extension of the cylinder and cylinder-head; also, an outline of the double crank, piston-guide, and Fig. 5 is a side elevation of the latch or retaining-pawl for the exhaustvalve. Fig. 6 is a rear view of one of the 85 arms of the governor-controlling device and connection. Fig. '7 is a transverse verticalA section through the admission-valve and cylinder-head upon line X X of Fig. 1 as seen from the left therein and with the fulcrumrod and other parts removed. Fig. 8 is a diagrammatic view showing the relative positions of the double crank, fly-wheel, and piston at a number of different portions of the revolution; and Fig. 9 is a diagrammatic view 95 representing the positions ofthe double crank and fly-wheel at the positions of valve operation. In Fig. 2 the outer parts ofthe bed and pulley are broken away. V

. Similar characters designate like parts in rco the several figures of thedrawings. d

The cylinder (designated in a general way by C) and thecyli'nder-headD arejsi'milar 't the usual gas-engine cylinder and head in general principle, being open at one end and providedwith the usual jacket or space for ,the circulation of the cooling-water, the details of which it is deemed unnecessary to show in this case, as the novelty centers chieily in the connections Vfrom the piston vto The bed ofthe engine is represented in a genierallviiay by A and isof the common boxv feriti, with a'deep cavityor rees's A 'f'r the"A 2 balance-Wheel and` 'a similar but shallo'wer;

cavity A? 'for the beit-pulley. Betweentnese B', sided asini" journaled 'in the usual manner. The belt- In` Fig. i the rim @fp-this ny-wheei has' ifsposition represented by the dotted lines.

Formed integral v,with the vhub portion of the fly-Wheel Tand extending between the es the bed rises reform theniain bear- 'gvnienha's nie usual cap BQa'ndont-f fthe pulley-recesstlie bed'rise's to for'rn v I "rloufter bearngB2, havingcap B3, and l in fthne'se bea-rings the mainengine-shaftS is' j p'ull'evfSl issecureld tothe shaft Sbe'tvvee'n the i bearings '13 and B2in the' usiialman'r'ier, aslbyt i ther-keys?. Ine'endof'the shaft s projectsiniiv'ard from the bearing B and has securely fixed to it lthe y-wheel T, as by the key S3.

adjacent arms of the same is an extension T', l having in it a radial -raceway T2, open upon the-side coincident with theerd face of the [and Hub, and in this racevr'ay, as a guide, isfslidably mounted 'a block T3, having 'through itfsicentral part a hole, which is parallelirith lthe 'shaft S. The shaft has'oneY sidfe ja'vv'ay, thus extending the racevva'y closer tothe/axis ofvrotation, and in the said racevv'a'y thel block T3 freely [slides a radial distance equal to about one-'half'the stroke of telic engine, the center Vof the hole'throu'gh thelblock approaching to Within a'distance equal to one-half 'the engine-stroke of the a'X-is' ofshaft S'. The radial raceway T2 is a substitute-furthe usual cran-kof an engine,

but isa Vvariable one,and the power is delivered tothe fly-'wheel T and shaft S by means of the sliding "block T3 and connections, which' willi lbe hereinafter described. e

The bed lA has-two parallel raised parts A3 and A4, yupon which are secu-red the 'flanges Ofa'ind C2of the cylinder C inthe customary manner, as by the bolts C2. The raised part A2 extends beyond the cylinder toward the rear Iand terminates in the guide G, and se'- cured to the same is the "Z-shaped plate G',

which forms the top and lateral guide for lthe outer end of the piston-rod.

The front endk of the cylinderChas adovvn- 'Ward extension C4, Which'forms a bearing at Ci for the exhaust-valve stem, around which srica the Water-jacket C6 of the cylinder passes. Securedv to the'front end of the cylinder Cin any desired manner, as by the bolts G7, is the cylinder-head D, into which are screwed the inlet-pipe D for the admission of the gas, the lexhaust-pipe D2, and` the exit-pipe for the cooling-Water D3. The head has also mounted in it the inlet-valve V and the exhaust-valve E, Which will be described later in det-ail.

The inlet-pipe for the cooling-Water is shown at CE and is preferably tapped into the cylinder C. Projecting from the flattened side of the cylinder, and preferably made integral therewith, is a pivot or trunnion C9, which supports and forms the journal for Athe fulcrunn-,rod or fulcrum-lever `F,la'nd the trun-V nfion CQ'rn'ay ytherefore be called a f-10mm.

The fulcrum-rod F is provided with an a'dj ust'able bearing of a form usual in connecting-rods, with the b'rasse's F', Wedge F2, which lis shown by dotted ,lines in Fig. 1, and adjusting-'screw F3, and vthe fulcr'u'in-rod is free vto oscillate above and below ahorizontal position. The rear end of thefulcruIn-rod F is fprovidedwith asimilar adjustable bearing Fiat such a distance' from ful'crum yC9 as to bein line With th'eaxi's of Shaft S When the f'ul'criiin-rod is'in itshor'iizontal position. The extent of `os'cillationof f ulc'rum-rod F isla dis- 'tance equal to about one-half the 'stroke of fthe 'engine each way'f'ro'm its horizontal p'ci 'sition.

The front end F5 of fulcrum-rod F extends 'some distance past Vfulcru'm C9, constituting rva vlever for v'alveoperation, having reversed movements from that part of the rod upon v'the opposite side of the 4point of oscillation 'upon O9. y The piston P is-representedby the dotted lines in Fig."2^and'is of the usual trunk form cornmon to gas-engines. Itis, however, provided lWith a rigid pistonrod P (also shown 'partly by'dotted lines in Fig. l) and is secured Iin the piston in a manner common to steampi'stons. (Not shown.) The outer orrear'end of lpiston-rod P terminates in a rectangular 'slide P2, which reciprocates freely in the guide G G', which guide is parallel with the IOO IIO

hole through it similar to the hole through l 'block T3.

1 The means of connecting and transmitting vpower from piston-rod P to the block T8 and fly-wheel Tis a double crank, (designated'in 'a general Wayby H.) It `Will be Well to here specify just What is meant by a double crank, and it Will be designated as one having a central journal with a crank at each 'side ofs'ame, the adjoining cranks being-dianr'letrieally opposite. The opposite cranks being in this case similar-that is, having similar throw--tlie centers of their bearing portions and of the central journal are ina j straight line, and the double crank, as here shown, is therefore essentially a lever of the `first class.

i The central journal H of the double crank H has formed, preferably, integral with it the adjacent crank-plates H2 and H3, and these have formed integral `with them the cranks or crank-pins H4 and H5. The crank H4 is H is journaled in the lhole in block T5. The

4- `operation ot this double-crank connection i from piston-rod to fly-wheel is as follows:

l y Starting with the piston in its innermost position and with the double crank in the posit, 3 tion shown in Fig. 2, or horizontal, the gas `the clearance-space at the end of the piston t `and isfired or exploded soon after the rota- ;tion of the ily-wheel places the engine past j what is known as the dead-center,7 and the `force of explosion of the gas against the pist. `.ton impels it outward, im pelling the crank H4 toward the rear.

for the explosion is compressed and occupies At the time of and immef diately following the instant of explosion the pfulerum-rod F, with itsbearing F4, carrying Q journal Hof crank H, has advanced to a position somewhat below the central or horizontalposition` when set to run in the direction 1" Q indicated by the arrow in Fig. 1, and in con- 1 g sequence the double crank H stands at a conf "255I .t i which is sustained in a position onalevel with i the piston-center by the guide G G' and slide P2. `In consequence of this angular position i v l the crank H4 may move rearward, provided siderable downward angle from the crank H4,

the journalI-I' and bearing F4 of connectingrod F may be allowed to descend. The descent l" of journalH can only take place by the crank H5 moving downward and forward,which can j 1 `only occur by the rotation of the ilywheel and swingingof raceway T2 about the axis of shaft S. The ily-wheel is therefore rotated by the impelling force given to it by the block T5 from crank H5, which is occasioned by the force of the explosion applied to crank H4, acting upon journal H as a fulcrum. The

.. continuation of the outward movement of the piston after the fulcrum-rod bearing F4 has attained its lowest position causes the continuation of the rotary movement of the fly- `wheel, which raises the double crank H and fulcrum-rod F up to a horizontal position op- 1 posite to that fromwhence it started, as shown in outline in Fig. 4with the crank H4 in its L. i, outermost or rear position and the crank H5 i ation `ot' tlieiiiy-wlieel movement from the in itsfront horizontal position, and a continuz` force of its momentum raises the journal H i i and fulcrum-rod. F above the horizontal center and until its highest position is reached,

j as represented in Fig. l, and, continuing, re-

@ stores the double crank H, fulcrum-rod F, 1" l and piston Pto their starting positions as the ily-wheel completes its revolution, the piston having `loeen returned to its innermost position by the crank H4 as the fulcrum-rod F was raised to its uppermost position and then lowered to the horizontal position again.

Fig. 3 shows the fulcrum-rod F in the horizontal position.

The inner and outer extreme positions of the piston and the corresponding positions of the fly-wheel in this improved engine are similar to the corresponding positions in an ordinary engine; but the relative intermediate positions of the piston and fly-wheel are very different from those of an ordinary engine. Also the point of application of the power to the ily-wheel and the duration of the impulse differ materially from engines of the common type, and these relative movements and positions of fly-wheel, piston, and double crank are illustrated in the diagrammatic view Fig. 8.

Sixteen equiangular positions of the ywheel T and raceway T24 are shown in Fig. 8,

the same differing from each other by a unitially as shown by the line drawn through the said sixteen positions, and the width of this ellipse is equal to the stroke of the piston, which is also equal to the total throw of the crank H4, while the length of the ellipse is equal to twice the stroke of the piston or to the sum of the throw of the opposite cranks H4 and H5. The form of the ellipse is slightly distorted by the curved path of movement of the journal H as it is guided by the fulcrumrod F, and as a result the inner side of the ellipse is less curved than the outer side.

The positions of the crank H4 corresponding with positions O to 8 of crank H5 are represented at b, b, b2, b5, b4, b5, b4, 57, and bs, j respectively, upon the center line e e, while the corresponding positions of the inner end of the piston are represented at c, c', c2, 03,64, c5, c5, c7, and o8. tions of the double crank H are represented by the lines terminating, respectively, at the positions O l 2 3 to l5 of the crank H5, while` roe IOS

IIO

The different angular posials its total stroke, and for position 2 its advance is but five and one-fourth per cent. yof its stroke, for position 3 its advance is fifteen and one-half per cent., for position 4 its advance is forty-four per cent., for position 5 its advance is seventy-nine per cent., for position 6 its advance is ninety-four per cent., for position 7 its advance is ninety-eight and three-fourths percent. of the stroke, and for` position 8 its advance is one hundred cent. yof the stroke.

From the diagram andthe foregoing statements it will be observed that for a uniform movement of the ily-wheel the relative movement of the piston is highly accelerated during the middle portion of the stroke, its rate at the middle of the stroke being double the usual rate in an engine, and there is of course a proportionate retardation in the relative movement of the piston at and near the end portions of the stroke, where it moves exceedingly slow. It will likewise be apparent that while the rate of piston travel relative to iiyper wheel rotation is vastly accelerated during the middle portion of the stroke the point of application of the power to the liv-wheel is also very much farther out from the axis of rotation during the middle portion of the stroke and, in fact, during substantially the whole of the effective part of the stroke after firing and previous to exhaust, and hence the application of the power is much more effective than inthe ordinary engine, as the farther from the axis the power is applied the greater the proportion ofv the power that is l devoted to the acceleration of the fiy-wheel and-the less the proportion that is wasted in friction and direct thrust against the `bearings of the engine-shaft and all other bearings receiving the impulse given by the piston. Notwithstanding the fact that the relative piston travel is thus accelerated and that the point of application of the power to the fly-wheel is thus a greater distance from the axis of rotation the angular position of thedouble crank with reference to directionV of piston'movement is also slightly more effective than in the ordinary engine, the Vangle of double crank H being about twelve degrees for position l, twenty-six and one-third degrees for position2, forty-eight and onehalf degrees for position 3, and eighty-six and one-fourth degrees for position 4. The similar positions in an ordinary engine for the same points in piston advance with connecting-rod two and one-half times the stroke and averaged between the two ends or neglecting the connecting-rod angle would be eleven degrees, twenty-four degrees, fortytwo and one-fourth degrees, and seventyseven and three-fourths degrees, respectively.

.The above three principal differences in rate of advance of piston, increased distance from axis of application of power, and greater crank angle all contribute to a much more rapid advance of the piston between the point at which the charge is fired and the point at which the exhaust is opened, and hence it may appropriately be stated here that this high acceleration of the speed of the piston through the middle portion of the stroke permits the advance of the piston as it retreats before the force of the explosion much more in harmony with the nature of an explosion than in an engine having the usual form of connections, and this feature brings about important advantages, among which may be cited the shorter duration ofthe high temperature occasioned by the explosion, and consequently a material reduction of the heating effect of the explosion upon the cylinder, and hence the material increase in the proportion of heat value utilized in effective work and the consequent reduction in heat value lost in radiation and carried off by the cooling water surrounding the cylinder and cylinder-head, also the greater length of time during which `the piston is at or very near to the outer terminal position contributes very highly to the exit of the products of combustion before the material advance of the piston on the return stroke, and hence leaves Vposition before the charge is fired, by which means the parts are all better positioned to advantageously utilize the force of the explosion and to allow of the more rapid advance of the piston as and immediately following the explosion taking place and to do this without serious loss in compression pressure.

It has been ascertained that the time of firing the charge or igniting the gas may readily be delayed until the raceway T2 has attained an angle of twenty-two and one-half degrees past the center, which is equivalent to position l in Fig. 8, and it is even desirable and best at some speeds todelay firing until the raceway T2 has attained an angular advance of thirty degrees, which position is shown in Fig. 9 at 16, and for this position the piston has advanced but one and threefourths per cent. ofits stroke, and the angle of the double crank H is about sixteen and one-fourth degrees. Position 17 represents the position of crank H5 when the angular advance of the raceway T2 is forty-five degrees. The piston has then advanced but five and one-fourth per cent. of its stroke, the explosion is scarcely past its highest pressure, and the high angle of the raceway and double crank H contribute to an eicient application of the force of the explosion, while the position of the crank H5 in the raceway T2 has already attained a radial distance of one and one-fourth times the usual crank length, and it continues to increase until at double the usualradial distance from the axis of rotation at one-half stroke and only'recedes to a position equal to one and one-fourth times IOO IIO

the ordinary radial distance at the time of opening the exhaust, which may be at posit m `tion 18, when the piston has completed ninetyl 1f four percent. of its stroke, or even at a later y 1 5 position at substantially the full completion ff ofthe stroke. t `W'ith the valve connections shown, which will bermore fully described later, the exhaust begins to open at about position I8 and `Io becomes fully opened at the full termination l x of the stroke, equivalent to position 8 in Fig. 8, and it remains open until the ily-wheel has j t rotated to within about three degrees of the Dig three-quarter-revolution point, as at position 19, and when position is reached, correy `sponding to a fiy-wheel advance of about two l hundred and seventy-five degrees in the revolution, the admission-valve opens, and at position 21, aboutiifteen degrees later, the ad- `2o mission-valve'closes and the Aremainder of d 3 the' stroke is devotedto compression of the succeeding charge. It may be remarked here hat the gas or other fuel mixed with air is admitted under quite a highinitial pressure in this two-cycle engine. It is found that the u clearance-space may be considerably reduced i iu this form of engine because of the peculiar operation of the connections above dey i t y scribed, and hence this remainder of the S 7 3o stroke is morethan usually effective in comf 1 i pression, and occurring so late as it does in i ,1, the stroke and the advance of the piston comparatively slow in proportion to fly-wheel advance at the last of the stroke the retarding feiect upon the iiy-wheel is materially reduced over the usual form of gas-engine. t The inlet-valve V is located in the upper l part of the cylinder-head D, as shown in Fig. ,i 7, and opens inward in the usual manner into l the clearance-space D4. The valve-stem V l y is sleeved in the disk-cap D5, which is secured to head D, and passes out through the stuif- 3 ing-box D6 and has securely fixed upon it the collars D7 and DS, the latter having exten- "sions D9 and D10, under which are placed two u lifting-s prin gs D11,which close the valve when itis not forced open by the valve-operating `zfconnections.` (See Figs. 2 and 3.) Over the r f l topportion of the cylinder C is nlocated a 5o rock-shaft I, mounted` inv bearings I and l2, which are secured to the cylinder C in the ``usual manner, as by the bolts I3, and to this "rock-shaft is securely-fixed `the lever or arm I4, which is forked at its outer extremity, the prongs projecting between the collars Dland d D8,a`nd by this means the valve Vis opened and allowed to close by the rocking of the "shaft I. i

t t Securely fixed `upon the end portions of the shaft I are the levers I5 and l, which project 1 oppositely from lever I4, and each is preferably provided with an` inserted hardened `plate l7 forreceiving the impact of the valvei ,1 ,t t opening fingers,` or pawls J and J', which are pivotally secured to blocks J2 and J3, which l i `are in turn pivoted to the outside of the fulcruin-rod Fat points upon opposite sides of the disturbing the vertical position of the flngers and the movement in the other direction providing for the movement of the tops of the iin gers toward and away from the engaging plates I7 as the fingers engage with and disengage from the said plates and are controlled by the governing and reversing mechanism to be presently described. The fingers are maintained in a substantially vertical position by means of the wire loops J4, which are secured to the levers I5 and I6.

Freely mounted for oscillation upon 'the rock-shaft I, near the levers I5 and I, are two governor-plates K and K', which are both securely fixed upon the extremities of a conuecting shaft or rod K2, and the plate K eX- tends to the right to a position adjacent to a Vgovernor-shaft L, which isrevolubly mounted in suitable bearings of the bed A, as A5 and Af'. The governor-shaft is revolved in proportion to the speed of the engine in any of the usual Ways, as by' means of the gear L, driven by a mating gear, both preferably having slanting teeth and a slanting shaft with bevel-gear con ncction to shaft S. (Not shown.)

At the top of governor-shaft L is secured the head L2, in which are pivoted the ball-levers L3, upon which are fixed the balls L4, and pivoted in levers L3 are connections L5, the lower ends of which are pivoted in a sliding collar L6, which is mounted for free vertical movement upon the governor-shaft L and is provided with an annular groove L7, which is in engagement with the top end of a connection L8. A short distance below the top (see Fig. 6) the connection L8 is pivotedto the outer extremity of plate K', which, with plate K and rod K2, is raised and lowered by the increase and decrease of speed of the engine by the governor. 1

`The plates K and K have downwardand outward projecting portions K8 and K4, upon which are journaled the rollers K5 and KG, which are in position and adapted to bear against the inner faces of fingers Jand J and,l

IOO

IIO

to hold the said lingers out of position to enn i as by a bolt passing through a slot intheV nec'tions and operating devices.

these knock off or release the tin gers from the plates I7 of levers l5 and I5 'during the continuation of the upward movement ofthe fingers upon the rock-shaft I, attaining the requisite position to fullyyopen the valve V or at such time as the said valve h-as been open sufficiently long to ad mit the required amount l plementary engaging surface of the pawl E8 of gas for a charge.

Two of the lingers J and J' are provided for the purpose of being able to reverse the engine, and onlyone of the said fingers is allowed to be in the operative position at the same time, and to effect this result there are provided upon the fulcrum-rod F two slides i F6 and F7, mounted in any desired manner,

F by means of theconnections F19, pivoted'to I the said slides at one end and to the lower extremity of a reverse-lever M, which is pivoted .to a support C19, secured to the cylinder C.` The connections F19 maintain the slides F5 and F7 at such adistance apart that i but one of the rollers FB and F9 can be opposite-the adjacent finger at the Sametime. The

reversellever M when in the position shown in Figs. l and 2 places the roller F8 in its inoperative position and allo-ws the finger J to be in its operative or engaging posit-ion with refe-rence to plate I7, while the roller F9 is sustained in its operative position and holds the finger Jj out of its engaging position With th-e fingers so controlled by thereversing mechanism only the nger whi-ch is al-y low-ed to be in the operative position by the reversing-lever will be controlled by the govy ernor or willoperatethe rock-shaft I and valve V. The fingers J and J are maintained elas-tically or yieldingly against the rollers F5 and F9, as above stated, by mea-ns of the 1 springs J5 and J 4, which are preferably secured to the blocks J2 and J3.

The exhaust-valve E is shown in Fig. 4, which also shows the lower extension C4 of the cylinder C and the corresponding lower part of thecylinder-head D in'sectional plan, andthe valve-stem E is mounted for free sliding movementin the hole C5 of extension C4, passes out through a gland or stalling-box C11, 'and is provided with a fixed collar E2, which has a horizontal projection E2, the object of which will be stated later.

Bearing against the collar E2 is a coil-spring E4, which abuts against a suitable projection, as A2, of the bed A and tends to close the -valve E against the valve-seat D12 of head D when allowed to do so by the valve con- At its outer end 'the valve-stem E is pivoted to a vertical lever E5, which is f ulcrumed upon stud E4,

The slides F6 secured inthe raised part A3 of the bed A. Upon an adjoining stud E7, also secured in A5, is an L-shaped lever or pawl E8, (see Fig. 5,) the pawl portion of which liesl immediately beneath the valve-stem E', and the valvestem has a downward projection E9 in position and ladapted to be engaged by the comto retain the exhaust-valve E open after it has been opened by the lever E5.

Fixedly secured to the under side of the piston-rod P is a downwardly-projecting lug P2, which is in position and adapted to engage with the top portion of the lever E5 as the piston nears the end of its outward stroke, thereby opening the exhaust valve E,as shown in Fig. 4, and the lug P5 also engages with the top portion of lever E8 at the very last of the piston-stroke, thus forcing the pawl into position to engage with the face E9 of valvestem E upon the beginning of the return stroke of the piston. A suitable spring E10 tends to throw the pawl into engagement with E2 and to retain it in such engagement until forcibly disengaged; but this spring is not depended upon to cause the engagement, and the positive means above stated is therefore provided.

Projecting from 'the side of the lever E8 are two studs E11 and E12, located .upon opposite sides of the pivotal mounting of the lever, and placed against the shoulders of these studs isa tri p-pla-te N, which has through it 'three horizontal slots, by means of whichit is mounted upon the studs E11 E12 and the end of stud E7, being secured in place by the pin E15. This plate N has a rod vextension N extending slightly past and beneath the fulcrum C9 and is provided with two opposing engaging faces N2 and Ns upon the under side of the rod.

Secured to the under side of the fulcrumrod F is a post or arm F11, upon the lower portion of which is pivotally mounted atriplever N4, having its upper end forked and in engagement with the ends of the connections F19, whereby the trip lever N4 is tipped slightly to one sid'eor the other of its central position by the movements of the reverse-lever M. The trip-lever .N4 is provided with two opposite impact-faces N5 and N5, one of which, as N5, is in position to strike one of the engaging faces, asl N5, of the rod ANl during the oscillation of the fulcruni-rod when the reverse-lever M is inthe position shown.

Upon placing the reverse-lever M in its opposite position, as indicated by the dotted line in Fig. l, the trip-lever N4 is tipped to the right and the impact-face N6 is thrown below the position for engagement with N3 and theimpact-face N5 is thrown up into position to engage with the face N2 of rod N. It will thus be apparent that with the reverse-lever M and trip-lever N4in the position shown in Fig. 1 the extreme upper position of fulerum-rod F will canse the disengagementof pawl E8, allowing spring E4 to close valve E by the end of IOD IIO

slot in plate N striking the stud E12 and that i `with the reverse-lever and trip-lever N4 in their reverse positions the extreme lower position of fulcrum-rod F will cause the release and closure of thevalve E by the end of slot in plate N engaging with the stud E12. In

Fig. l the rotation of the fly-Wheel is in the `direction indicated by the arrow, the piston is part way back on its return stroke, the fulcrum-rod F has reached its highest position,

hasj ust disengaged the pawl E8,and the spring E4 has just closed the valve E. The eXtreme outer position of lug P3 is represented by dotted lines in Fig. 1.

`The governor connection LS terminates at ernor is in such position as to also prevent the engagement of one of the lingers, as J, and it is therefore evident that the disen- `gagement of pawl E8 and the consequent closing of exhaust-valve E will only occur during such of the return strokes of the piston in which the governor position indicates that more force is required to keep up the speed, linwhich case the exhaust-valve E will be closed,and immediately following its closure `the admission-valve V will be opened by the i j `upward movement of one of the fingers, as J,

" tipping the rock-shaft I.

Projecting from the side of cylinder-head D is a lug D14, Figs. l and 2, to which is secured insulatedly a spring R by screw R', and

araised portion R2 is normally held slightly below a cylindrical projection N7 (shown by dotted line in Fig. l) upon the inside of triplever N4. The rear end of spring R terminates in an inclined contact-face R3, which is engaged by an inclined insulated contactface E13 of projection E3 from the exhaustvalve stem E'. The projection is sustained in the horizontal position in any desirable manner, as by the rod E14, resting `upon a suitable support. Upon the closure of the exhaust-valve E the spring R is by the above means bent upward sufficiently to cause R2 to make and break an electrical contact ,with N7 about the` time the fulcrum-rod F passes the horizontal position next following the closure ofthe exhaust-valve.`

` The wires XV and W from the usual sparkcoil (not shown) are preferably connected, ,one with some part mechanically connected with N7, as -to the fulcrum-rod F, and the other to one member, as W2, of the usual igniter` or sparker, whiohis secured in the plate W3, secured to the central part of the cylinder-head D and `projecting withthe mating member W4 of the sparker into the clearance-space adjacent to the end of the piston. The member Wl is connected by the wire W5 with the spring R, being secured by means of the screw R4.

`It will be observed that the construction is such that the spring R will not cause ignition unless the exhaust-valve is closed, which only occurs just `previous to the admission of a charge of gas for an explosion, and hence the device is constructed for the economical use of current and also in such a manner as to prevent dangerous or harmful ignition taking place, as at times when it is not required to give an impulse tothe piston. At the next succeeding time of the fulcrum-rod passing the horizontal position after ignition takes place the exhaust-valve is open, preventing contact of R2 with N7. Thetipping of the trip-lever N4 upon reversing the engine causes the contact to be broken slightly after the dead-center is passed or the hori- Zontal position of the fulcrum-rod is reached i in whichever direction the engine is set to run.

It will be apparent that the essential feature of the mounting of the double crank with reference to fulcrum-rod F is that the bearing H be allowed movement across the path of movement of the piston, but not allowed to move substantially in line with the movement of the piston. I therefore do not wish to limit myself to the curved movement given by the fulcrum-rod. 4Likewise the throw of the cranks H4 and H5 may be unequal and yet maintain substantially the advantages above stated, and I therefore do not limit myself to like cranks. l i

A summary of some of the chief advantages of the present form of engine as above de-` scribed when adapted to gas-engine service will be: first, a slower starting of the piston upon its outward stroke, giving a greater advance to the rotative and connecting parts before the time of tiring `the explosion; second, an exceptionally-rapid advance of the piston throughout the middle portion of the stroke, comprising substantially the whole of the effective part of the stroke, allowing the explosion to be more in the nature of an explosion and giving far less heating effect to the cylinder and far less loss in heat value by the water-jacket; third, a material retardation and dwell Iof the piston at and near the terminal position in its stroke, giving a far more complete expulsion of the products of combustion before the return of the piston; fourth, the application of the power to the rotative parts at a much greater distance from the axis, and the consequent reduction in losses in friction and the greater efficiency in application of the force of the explosion.

l. In an engine of the class specified, the co1nbination,\vith a piston and piston-rod having a straight-line movement, of a doublecrank connection revolubly mounted ina fulcrum-rod for bodily oscillatory movemen.t,one end of the said double crank being journaled in the said piston-rod, and the opposite end having engagement with the rotative member of the engine, and moving in an elliptical path.

2. In an engine of the class specified, th combination,with a guide and a reciprocatory IIO piston-rcd,ofadouble crank, one end of which is journaled in the said piston-rod,and the op` posite end of which travels in a radial race- Way in the rotative member; and a fulcrumrod journaled at one end upon the center of the said double crank, and pivoted at the other end upon a stationary part of the engine.

3. In an engine of the class specified', the combination, with a piston-rod reciprocating in a guide, of a rotary member provided with a radial raceway; a fulcrum-rod pivoted upon a stationary part ofthe engine; and a d ouble crank, the center bearing of which is journaled in the free end of the said fulcrum-rod, and having one of its ends journaled in the outer end of the said piston-rod, and its oppositeendjournaledinablock slidably mounted in the said raceway.

4:. In an engine of the class specilied, the combination, with a reciprocatory member comprising a piston and piston-rod, of a rotative member comprising a shaft, balance- Wheel and substantially radial raceway; an oscillating member pivoted upon a stationary part of the engine; and a lever connection .from said reciprocatory member to said rotative member, and fulcrumed in said oscillating member.

5. In an invention of the class specified, the combination, with reciprocatory, rotative and oscillatory members,ofa double crank mounted for bodily movement across the path of movement of the said reciprocatory member; an admission-valve; and valve-operating connections from said oscillatory member to the said admission-valve.

6. In an engine of the class specified, the

combination, with reciprocatory and rotative l members, of a double crank journaled in an oscillatory member, and connecting said reci procatory and rotative members; and valveoperating connections from oppositely-moving parts of said oscillatory member, to an admission-valve.

7. In an engine of the class specified, the combination, with reciprocating and rotative members, of a lever connection from said reciprocating to said rotative members; an oscillating lever in which said lever connection is fulcrumed; valveoperating connections from oppositely-movin g parts of said oscillatmounted for rotation in said oscillatory member, and engaging at its end portions with said reciprocatory and rotative members; an exhaust-valve opened by said reciprocatory member; and a pawl 'for retaining said exhaust-valve open.

10. In an engine of the class specified, the combinatiomwith reci procatory, rotative and oscillatory members, of a double crank revolubly mounted in said oscillatory member, and connecting said reciprocatory member with said rotative member; a springactuated exhaust-valve, opened by the eX- treme outward movement of said reciprocatory member; a paWl for retaining said eX- haust-valve open; and a tripping device, operated by said oscillatory member, to throw out the pawl, and allow the said valve to close.

l1. In an engine of the class specified, the combination, with reci procatory and rotative members, of a double crank revolubly mounted in an oscillatory member, and connecting said reciprocatory and rotative members; Valve-operating fingers mounted upon oppositely-moving parts of said oscillatory member; a rock-shaft operatively connected with an admission-valve; and yielding means for throwing said fingers into operative position to engage with said rock-shaft.

12. In an engine of the class specified, the combination, with reciprocatory and oscillatory members, of a double-crank connection from said reciprocatory member to a rotative member, the said double crank being journaled in said oscillatory member; and governor-controlled connections from said oscillatory member to an admission-valve.

13. In an engine of the class specified, the combination, with a reciprocating piston and piston-rod, and a rotary shaft and iiy-wheel, of a double crank mounted for bodily oscillatory movement in a fulcrum-rod, and connecting the said piston-rod with the said iiy- Wheel yieldingly-supported ngers mounted upon said fulcrum-rod; a governor and connections in operative engagement with the said ingers, to change the same to or from their operative position; and connections from the operative position of the said fingers to an admission-valve.

14. In an engine of the class specified, th combination, With a fulcrum-rod guiding a double-crank connection from a reciprocating piston-rod to a rotative member, of a spring-actuated exhaust-valve, opened by the outward movement of the said piston-rod, and retained open by a pawl; operative connections from said fulcrum-rod to detach said pawl; two oppositely moving connections upon `said fulcrum-rod for actuating an admission-valve; and a reversing lever in position and adapted to throw oneor the other of said connections out of operative position.

15. In an engine of the class specified, the combination, with an oscillating lever, actuated bythe connection from the reciprocatory IOO IIO

to the rotative members, of yielding lingers mountedupon oppositelymoving parts of said oscillating lever; a reverse-lever having connections whereby one of the said ngers is thrown out oi' operative position; a governor in operative connection with the finger f left in operative position; and connecting means from the operative position of said linger to an admission-valve.

16. In an engine of the class specified, the

i combination, with an oscillating lever, actuated by the connection from the reoiprocatory v to the rotative members, of a spring-closed exhaust-valve; a lever connected with said `exhaust-valve, and engaged bythe piston-rod,

to open the valve a pawl to retain said valve open; and a trip-plate in engagement with said pawl, in position and adapted to be actuated by the said oscillating member, to disengage the said pawl.

17. In an engine of the class specified, the

` combination, with an oscillating lever, actuated by the connection from the reciprocatory l y l to the rota-tive members, of an exhaust-valve opened by the pistonsrod; a pawl to retain said valve open; a trip connection, whereby the movement of the said oscillating lever .i l allows the closure of the said valve; and connection from the governor to the said trip connection, whereby the governor controls the closing of the said exhaust-valve.

1S. In an engine of the class specified, the

f combination, with a spring-actuated exhaustvalve opened by the outward movement of the piston, of a pawl, for retaining the said 3 5 combination, with an admission-Valve, of a' Irock-shaft operatively connected with said valve; levers upon the opposite ends of said rock-shaft having engaging faces in position and adapted to be acted upon by reciprocating lingers having opposite movement; and knock-off cams upon the said levers, for disL engaging the said lingers.

In testimony whereof I have hereunto set my hand and affixed my seal, before two sub# scribing witnesses, at Denver, Colorado, this 11th day of December, A. D. 1900.

ANDREW o. woLFE.

Witnesses: p

OLGA JAooBsoN, W. J. CHAMBERLAIN. 

